Cowl cross bar assembly

ABSTRACT

A cowl cross bar assembly of reduced weight and increased stiffness. The cowl cross bar assembly includes a first pipe and a second pipe which are hollow and disposed laterally inside a chassis, pipe caps coupled to one end of the first pipe and the second pipe, and pipe stiffeners accommodated in the first pipe and the second pipe and configured to absorb collision energy generated in a collision of a vehicle.

CROSS-REFERENCE TO RELATED APPLICATION

This application claims priority to and the benefit of Korean PatentApplication No. 10-2020-0058764, filed on May 15, 2020, which is herebyincorporated by reference for all purposes as if set forth herein.

BACKGROUND Field

Embodiments disclosed herein relate to cowl cross bar assembly, and moreparticularly, to a cowl cross bar assembly of which a weight may bereduced as well as a stiffness may be increased.

Discussion of the Background

A cowl cross bar is one of the components making up a cockpit module ofa vehicle, and supports and guides electrical components of a cockpitsuch as a steering shaft, an instrument panel, an air-conditioningsystem, an airbag, a car audio system, and the like.

Also, the cowl cross bar is a frame configured to prevent a vehicle frombeing bent or distorted in a lateral direction and to improve durabilityof a chassis and protects safety of a passenger when a collision of avehicle occurs.

The cowl cross bar includes a pipe, pipe caps coupled to both ends ofthe pipe, side brackets coupled to the pipe caps to couple the pipe toboth ends of the chassis, a pin member passing through the side brackettoward the chassis to guide a direction of coupling the chassis, a dashmounting member formed in a section between the both ends of the pipeand fastened to a dash panel, a center support formed in a sectionbetween the both ends of the pipe and coupled to a bottom of thechassis, and the like, occupying about 35 wt % the cockpit module, andmanufactured through injection molding of metallic material such assteel and the like or a compound of aluminum, magnesium, plastic, andthe like.

Since a general cowl cross bar assembly including metallic material suchas steel and the like has high tensile strength and extension rate dueto properties of the material thereof, it is possible to protect apassenger by absorbing collision energy without cracking of the cowlcross bar assembly due to the properties of the material thereof.However, due to an excessive weight of a product in comparison to aninjection-molded compound, there is a lot of influence on causing adecrease in fuel efficiency of an electrical vehicle and/or aneco-friendly vehicle within which the cowl cross bar assembly isinstalled. Particularly, since regulations on fuel efficiency have beentightened recently to prevent global warming, a cowl cross bar includingmetallic material such as steel and the like is inadequate fordecreasing a weight of a vehicle to improve fuel efficiency of avehicle.

Accordingly, due to the above limitation, a pipe and a dash mountingmember including an injection-molded compound have been used recently.

However, a pipe and a dash mounting member of a cowl cross bar thatinclude an injection-molded compound have a light weight in comparisonto metallic material, but they also have a low extension rate (i.e., lowflexibility). Accordingly, when an extension occurs beyond the extensionrates of the material, damage occurs to the cowl cross bar member.

Due to the above reason, in the corresponding field, a method ofincreasing strength of a cowl cross bar while reducing a weight thereofhas been sought. However, a satisfactory result has not been obtained sofar.

The above information disclosed in this Background section is only forenhancement of understanding of the background of the invention and,therefore, it may contain information that does not constitute prior art

SUMMARY

Embodiments disclosed herein are directed to solving the above problems.To solve these problems, a cowl cross bar assembly of which a weight maybe reduced as well as a stiffness may be increased is provided.

Additional features of the invention will be set forth in thedescription which follows, and in part will be apparent from thedescription, or may be learned by practice of the invention.

According to an aspect, there is provided a cowl cross bar assemblyincluding a first pipe and a second pipe that are hollow and disposedlaterally inside a chassis, pipe caps coupled to one end of the firstpipe and the second pipe, and pipe stiffeners accommodated in the firstpipe and the second pipe and configured to absorb collision energygenerated in a collision of a vehicle.

The pipe stiffeners may have the same cross-sectional shapes ascross-sectional shapes of the first and second pipes.

The pipe stiffeners may include any one of polypropylene (PP) andpolyurethane (PU).

The pipe stiffeners may have lengths smaller than those of the first andsecond pipes.

According to another aspect, there is provided a cowl cross bar assemblyincluding a first pipe and a second pipe that are hollow and disposedlaterally inside a chassis, pipe caps coupled to both ends of the firstand second pipes, and a plurality of pipe stiffeners accommodated insidethe pipes and configured to absorb collision energy generated in acollision of a vehicle.

The plurality of pipe stiffeners may have different levels of stiffnessin some implementations, or some levels thereof may be equal to eachother in other implementations.

It is understood that both the foregoing general description and thefollowing detailed description are exemplary and explanatory and areintended to provide further explanation of the invention as claimed.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are included to provide a furtherunderstanding of the invention and are incorporated in and constitute apart of this specification, illustrate embodiments of the invention, andtogether with the description serve to explain the principles of theinvention.

FIG. 1 is a perspective view showing a cowl cross bar assembly accordingto a first embodiment.

FIG. 2 is a perspective view showing a pipe of the cowl cross barassembly according to the first embodiment.

FIG. 3 is an exploded perspective view showing the pipe and a pipestiffener of the cowl cross bar assembly according to the firstembodiment.

FIG. 4 is an exploded perspective view showing a pipe and pipestiffeners according to another embodiment.

FIG. 5 is a reference view showing a transfer device and a windingdevice according to the first embodiment.

FIG. 6 is a flowchart showing a method of manufacturing the pipe of thecowl cross bar assembly according to the first embodiment.

FIG. 7 is a schematic diagram showing a state in which a windingmaterial is wound around the pipe according to the first embodiment.

FIG. 8 is a flowchart showing a method of manufacturing the pipe of thecowl cross bar assembly according to another embodiment.

FIG. 9 is a schematic diagram showing a state in which a windingmaterial is wound around the pipe according to another embodiment.

FIG. 10 is a schematic diagram showing a state in which a windingmaterial is wound around a pipe according to still another embodiment.

FIGS. 11 and 12 are perspective views showing a pipe cap of the cowlcross bar assembly according to the first embodiment.

FIG. 13 is a coupling cross-sectional view showing the pipe cap and thepipe of the cowl cross bar assembly according to the first embodiment.

FIG. 14 is a coupling cross-sectional view showing a pipe cap and thepipe of the cowl cross bar assembly according to another embodiment.

FIG. 15 is an enlarged view showing part A shown in FIG. 1.

FIG. 16 is a perspective view showing a pin member of the cowl cross barassembly according to the first embodiment.

FIG. 17 is a cross-sectional view showing the pin member and a sidebracket of the cowl cross bar assembly according to the firstembodiment.

FIG. 18 is a cross-sectional view showing a state in which the pinmember is held by a guide hole of a chassis according to the firstembodiment.

FIG. 19 is a cross-sectional view showing a pin member and a sidebracket of the cowl cross bar assembly according to another embodiment.

FIG. 20 is a perspective view showing a dash mounting member of the cowlcross bar assembly according to the first embodiment.

FIG. 21 is a side view showing the dash mounting member of the cowlcross bar assembly according to the first embodiment.

FIG. 22 is an exploded perspective view showing a dash mountingstiffener disassembled from a case of the cowl cross bar assemblyaccording to the first embodiment.

FIG. 23 is a perspective view showing a dash mounting member of the cowlcross bar assembly according to another embodiment.

FIG. 24 is a front view showing a center support into which a secondpipe included in the cowl cross bar assembly shown in FIG. 1 isinserted.

FIG. 25 is a perspective view showing a cowl cross bar assemblyaccording to a second embodiment.

FIG. 26 is a partial plan view showing the cowl cross bar assembly shownin FIG. 25.

FIG. 27 is a front view showing a center support into which a secondpipe included in the cowl cross bar assembly shown in FIG. 25 isinserted.

FIG. 28 is a perspective view showing a cowl cross bar assemblyaccording to a third embodiment.

FIG. 29 is a front view showing a center support into which a secondpipe included in the cowl cross bar assembly shown in FIG. 28 isinserted.

FIG. 30 is a side view showing the center support into which the secondpipe included in the cowl cross bar assembly shown in FIG. 28 isinserted.

FIG. 31 is a front view showing a cowl cross bar assembly according to afourth embodiment.

FIGS. 32 and 33 are operational views showing a second vertical portionand a lower bracket of the cowl cross bar assembly according to thefourth embodiment.

DETAILED DESCRIPTION OF THE ILLUSTRATED EMBODIMENTS

The invention is described more fully hereinafter with reference to theaccompanying drawings, in which embodiments of the invention are shown.This invention may, however, be embodied in many different forms andshould not be construed as limited to the embodiments set forth herein.Rather, these embodiments are provided so that this disclosure isthorough, and will fully convey the scope of the invention to thoseskilled in the art. Like reference numerals in the drawings denote likeelements.

Various advantages and features of the present invention and methodsaccomplishing thereof will become apparent from the followingdescription of embodiments with reference to the accompanying drawings.However, the present invention is not be limited to the embodiments setforth herein but may be implemented in many different forms. The presentembodiments may be provided so that the disclosure of the presentinvention will be complete, and will fully convey the scope of theinvention to those skilled in the art and therefore the presentinvention will be defined within the scope of claims. Like referencenumerals throughout the description denote like elements.

Unless defined otherwise, it is to be understood that all the terms(including technical and scientific terms) used in the specification hasthe same meaning as those that are understood by those who skilled inthe art. Further, the terms defined by the dictionary generally usedshould not be ideally or excessively formally defined unless clearlydefined specifically. It will be understood that for purposes of thisdisclosure, “at least one of X, Y, and Z” can be construed as X only, Yonly, Z only, or any combination of two or more items X, Y, and Z (e.g.,XYZ, XYY, YZ, ZZ). Unless particularly described to the contrary, theterm “comprise”, “configure”, “have”, or the like, which are describedherein, will be understood to imply the inclusion of the statedcomponents, and therefore should be construed as including othercomponents, and not the exclusion of any other elements.

Advantages and features and methods for achieving them will be madeclear from embodiments described in detail below with reference to theaccompanying drawings. However, the present invention may be embodied inmany different forms and should not be construed as being limited to theembodiments set forth herein. Rather, these embodiments are provided sothat this disclosure will be thorough and complete and will fully conveythe scope of the present invention to those of ordinary skill in thetechnical field to which the present invention pertains. The presentinvention is defined by the claims. Terms used herein are for thepurpose of describing the embodiments and are not intended to limit thepresent invention. As used herein, the singular forms include the pluralforms as well unless the context clearly indicates otherwise. The term“comprise” or “comprising” used herein does not preclude the presence oraddition of one or more other elements, steps, operations, and/ordevices other than stated elements, steps, operations, and/or devices.

Hereinafter, embodiments will be described in detail with reference tothe accompanying drawings.

FIG. 1 is a perspective view showing a cowl cross bar assembly accordingto a first embodiment.

Referring to FIG. 1, the cowl cross bar assembly according to the firstembodiment is configured to be fixed to a side portion and a dash panelof a chassis and is formed using compound plastic mixed with carbonfiber, glass fiber, or the like, an aluminum or magnesium alloy, or thelike, which has a relatively lighter weight than metallic material sothat an overall weight of the cowl cross bar assembly may be reduced andstrength thereof may be increased.

The cowl cross bar assembly according to the first embodiment includes apipe 100 disposed in a lateral direction in a chassis, pipe caps 200fitting on both ends of the pipe 100, side brackets 300 coupled to thepipe caps 200 through insert-injection molding, pin members 400 coupledto the side brackets 300, a dash mounting member 500 fixed to the pipe,and a center support 600.

FIG. 2 is a perspective view showing the pipe of the cowl cross barassembly according to the first embodiment.

The pipe 100 is fixed to an inner surface of the chassis whiletraversing a driver's seat and a front passenger's seat inside avehicle.

The pipe 100 is formed of a long hollow pipe.

Since the pipe 100 is formed of an injection-molded compound, an overallweight of the cowl cross bar assembly may be reduced in comparison to acowl cross bar assembly including metallic material.

The pipe 100 includes a first pipe 110 and a second pipe 120.

The first pipe 110 is a section corresponding to the driver's seat onthe basis of a middle section among all sections of the pipe 100.

The second pipe 120 is a section corresponding to the front passenger'sseat on the basis of the middle section among all sections of the pipe100.

Accordingly, the first pipe 110 and the second pipe 120 have a shapeextending in a lateral direction of the chassis.

A pipe stiffener 130 is disposed in the first pipe 110 and the secondpipe 120 included in the pipe 100.

FIG. 3 is an exploded perspective view showing the pipe and the pipestiffener of the cowl cross bar assembly according to the firstembodiment.

Referring to FIG. 3, a pair of such pipe stiffeners 130 are insertedinto the first pipe 110 and the second pipe 120 that have a hollowshape.

The pipe stiffeners 130 are formed of energy-absorbing foam.

Cross sections of the pipe stiffener 130 have the same shapes as thoseof cross sections of the first pipe 110 and the second pipe 120.

Accordingly, the pipe stiffeners 130 have the same bar shapes as thoseof the first pipe 110 and the second pipe 120.

Also, the pipe caps 200 are inserted into inner circumferential surfacesof ends of the first pipe 110 and the second pipe 120.

Accordingly, to form clearances in the ends of the pipe 100 into whichthe pipe caps 200 are inserted, lengths of the pipe stiffeners 130 areformed to be shorter than lengths of the first pipe 110 and the secondpipe 120.

That is, the clearances are formed in the ends of the first pipe 110 andthe second pipe 120 into which the pipe stiffeners 130 are inserted sothat the pipe caps 200 may be easily inserted into the clearances.

The pipe stiffeners 130 include an injection-molded compound formed ofenergy-absorbing foam, for example, polypropylene or polyurethane or acombination thereof.

Accordingly, due to properties of material, the pipe stiffeners 130absorb collision energy that acts on the pipe 100 when a collisionaccident of the vehicle occurs.

Also, the pipe stiffeners 130 may minimize the collision energytransferred to the pipe 100 so as to reduce deformation of the pipe 100and to prevent the pipe 100 from being damaged.

Accordingly, the pipe stiffeners 130 may secure stiffness of the pipe100 against the collision energy.

Further, cross-sectional shapes of outer circumferential surfaces of thefirst pipe 110 and the second pipe 120 may be irregular shapes.

Accordingly, a variety of components fixed to the first pipe 110 and thesecond pipe 120 may be prevented from being easily rotated from thefirst pipe 110 and the second pipe 120.

Cross-sectional shapes of the inner circumferential surfaces of thefirst pipe 110 and the second pipe 120 may be a variety of shapes suchas a circular shape, a polygonal shape such as a triangular shape, aquadrangular shape, and the like, and an irregular shape in order toachieve a purpose of increasing stiffness of the pipe stiffeners 130disposed inside the first pipe 110 and the second pipe 120.

Also, a plurality of pipe stiffeners 130 according to another embodimentmay be provided.

Hereinafter, pipe stiffeners of a cowl cross bar assembly according toanother embodiment of will be described below in detail.

FIG. 4 is an exploded perspective view showing a pipe and pipestiffeners according to another embodiment.

Components equal to those described in the above embodiment will bereferred to as the same reference numerals, and a detailed descriptionthereof will be omitted for sake of brevity.

Referring to FIG. 4, a plurality of pipe stiffeners 130′ according toanother embodiment include energy-absorbing foam having different levelsof stiffness for a section that needs stiffness and a section that needsflexibility rather than stiffness.

For example, pipe stiffeners 131′ using a relatively large amount ofinjection-molded compound may be inserted into sections at one ends ofthe first pipe 110 and the second pipe 120 which are fixed to left andright sides of the chassis and need stiffness.

Also, pipe stiffeners 132′ using a relatively smaller amount ofinjection-molded compound may be inserted into middle sections of thefirst pipe 110 and the second pipe 120 that need flexibility rather thanstiffness.

Accordingly, a plurality of pipe stiffeners 131′ and 132′ havingdifferent levels of stiffness are inserted into the first pipe 110 andthe second pipe 120.

Accordingly, the plurality of pipe stiffeners 130′ having differentlevels of stiffness may easily adjust sections for stiffness andsections for flexibility in the pipe 100.

Also, the plurality of pipe stiffeners 130′ having different levels ofstiffness may reduce consumption of a large amount of injection-moldedcompound so as to reduce manufacturing costs of the pipe stiffeners130′.

Further, one ends of the first pipe 110 and the second pipe 120, whichare fixed to left and right sides of the chassis, and the middle sectionto which the center support 600 is coupled, need to have stiffness tominimize deformation of the pipe 100 when a collision accident of thevehicle occurs.

Also, in a section of the first pipe 110 to which the dash mountingmember 500 is fixed, the first pipe 110 needs to be capable of absorbingcollision energy.

Accordingly, among sections of the first pipe 110 and the second pipe120, stiffness of the pipe should differ according to a section fixed tothe chassis and a section that receives collision energy directly fromthe outside.

To this end, a winding material 140 is wound around a circumferentialsurface of the pipe 100 according to the present invention.

That is, in the pipe 100 according to the first embodiment and theanother embodiment, the stiffness of the pipe 100 may be adjusted foreach section that needs stiffness and for each section that needsflexibility rather than stiffness in the whole section of the pipe 100through a winding process of winding the winding material 140.

FIG. 5 is a reference view showing a transfer device and a windingdevice according to the first embodiment.

Referring to FIG. 5, the winding material 140 according to the firstembodiment is wound around the pipe 100, that is, all sections of thefirst pipe 110 and the second pipe 120 with different winding ratios(winding intervals) around a surface of the section that needs stiffnessand a surface of the section that needs flexibility.

The winding material 140 may include an injection-molded compound, forexample, continuous fiber reinforced thermoplastic compound (CFT),polypropylene, polyurethane, or a combination thereof.

The winding material 140 includes a first winding material 141 and asecond winding material 142.

The first winding material 141 is wound around the surfaces of thesections of the first pipe 110 and the second pipe 120, which needstiffness, at a first winding speed by a winding device 800.

Also, the second winding material 142 is wound around the surfaces ofthe sections of the first pipe 110 and the second pipe 120, which needflexibility, at a second winding speed lower than the first windingspeed by the winding device 800.

Accordingly, the winding material 140 may adjust the stiffness of thepipe 100 according to the first winding material 141 and the secondwinding material 142.

Here, the section of the first pipe 110 that needs stiffness includessections adjacent to the section to which the dash mounting member 500is coupled, that is, sections in which the side bracket 300 and thecenter support 600 are disposed in all the sections of the first pipe110, and the section that needs flexibility is the section to which thedash mounting member 500 is coupled in all the sections of the firstpipe 110.

Also, the section of the second pipe 120 that needs stiffness includessections in which the side bracket 300 and the center support 600 aredisposed in all the sections of the second pipe 120, and the sectionthat needs flexibility is a middle section in all the sections of thesecond pipe 120.

Hereinafter, a method of manufacturing the pipe 100 of the cowl crossbar assembly according to the first embodiment will be described indetail with reference to the drawings.

FIG. 6 is a flowchart showing a method of manufacturing the pipe of thecowl cross bar assembly according to the first embodiment, and FIG. 7 isa schematic diagram showing a state in which the winding material 140 iswound around the pipe according to the first embodiment.

Referring to FIG. 6, in the method of manufacturing the pipe 100according to the first embodiment, the first pipe 110 or the second pipe120 is mounted on a transfer device 700 that moves horizontally at aconstant speed, and the transfer device 700 moves the first pipe 110 orthe second pipe 120 disposed in a lateral direction inside the chassisto the winding device 800 (S610).

Here, the transfer device 700, which transfers the first pipe 110 or thesecond pipe 120, may maintain the same moving speed.

Subsequently, when the transfer device 700 reaches the winding device800 at a certain speed, the winding device 800 winds the windingmaterial 140 around the surfaces of the sections that need stiffness andthe surfaces of the sections that need flexibility in all the sectionsof the first pipe 110 or the second pipe 120 at different winding ratios(S620).

Here, in the winding, by the winding device 800, the winding material140 is wound around the surface of the section that needs stiffness at afirst winding ratio and wound around the surface of the section thatneeds flexibility at a second ratio lower than the first winding ratio.

Also, in the winding, the winding material 140 is wound at the firstwinding ratio in the sections adjacent to the section to which the dashmounting member 500 is coupled, that is, in the sections to which theside bracket 300 and the center support 600 are coupled, and the windingmaterial 140 is wound at the second winding ratio lower than the firstwinding ratio in the section to which the dash mounting member 500 iscoupled in all the sections of the first pipe 110.

Also, in the winding, the winding material 140 is wound at the firstwinding ratio where the side bracket 300 and the center support 600 arecoupled, and the winding material 140 is wound at the second windingratio lower than the first winding ratio in the middle section in allthe sections of the second pipe 120.

Also, in the winding, by the winding device 800, the winding material140 is wound around the surface of the section that needs stiffness at afirst winding speed and wound around the surface of the section thatneeds flexibility at a second winding speed lower than the first windingspeed.

That is, as shown in FIG. 7, at the first winding speed, the windingmaterial 140 is wound, at small intervals, around the surfaces of thesections that need stiffness. Also, at the second winding speed, thewinding material 140 is wound, at large intervals, around the surface ofthe section that needs flexibility.

Accordingly, as described above, the sections of the first pipe 110 andthe second pipe 120 that need stiffness are the sections in which theside brackets 300 and the center support 600 are disposed in all thesections of the first pipe 110 and the second pipe 120.

The sections of the first pipe 110 and the second pipe 120 that needflexibility are the section in all the sections of the first pipe 110 towhich the dash mounting member 500 is coupled and the middle section inall the sections of the second pipe 120.

Accordingly, according to the winding ratio and the winding speed of thewinding material 140, the sections of the first pipe 110 in which theside bracket 300 and the center support 600 are disposed may have higherstiffness in comparison to the section to which the dash mounting member500 is coupled. The section to which the dash mounting member 500 iscoupled and the middle section may have higher flexibility in comparisonto the sections in which the side bracket 300 and the center support 600are disposed.

Also, in the winding, the transfer device 700 transmits position dataincluding start positions and end positions of the sections that needstiffness and position data including start positions and end positionsof the sections that need flexibility in all the sections of the pipe100 to the winding device 800.

Also, the winding device 800 winds the winding material 140 around thesurfaces of the sections that need stiffness and the sections that needflexibility according to the position data received from the transferdevice 700.

That is, the winding device 800 may wind while easily distinguishing thesections that need stiffness and the sections that need flexibility inall the sections of the first pipe 110.

Hereinafter, a method of manufacturing the pipe 100 of the cowl crossbar assembly according to another embodiment will be described in detailwith reference to the drawings.

FIG. 8 is a flowchart showing a method of manufacturing the pipe of thecowl cross bar assembly according to another embodiment, FIG. 9 is aschematic diagram showing a state in which a winding material is woundaround the pipe according to another embodiment, and FIG. 10 is aschematic diagram showing a state in which a winding material is woundaround a pipe according to still another embodiment.

Referring to FIG. 8, in the method of manufacturing the pipe 100according to the first embodiment, the pipe 100, that is, the first pipe110 or the second pipe 120 is mounted on the transfer device 700 thatmoves horizontally at a constant speed, and the transfer device 700moves the first pipe 110 or the second pipe 120 disposed in a lateraldirection inside the chassis to the winding device 800 (S810).

Subsequently, when the transfer device 700 reaches the winding device800 at a certain speed, the winding device 800 winds a winding material140′ around only the surfaces of the sections that need stiffness in allthe sections of the first pipe 110 or the second pipe 120 (S820).

Here, the sections that need stiffness are sections in all the sectionsof the first pipe 110 and the second pipe 120 in which the side brackets300 and the center support 600 are disposed.

Also, the winding device 800 winds the winding material 140′ around onlythe surfaces of the sections that need stiffness according to theposition data received from the transfer device 700.

Also, in the winding, the winding device 800 may wind the windingmaterial 140′ around a surface of at least one section in a plurality ofsections that need stiffness at a first winding ratio or a secondwinding ratio lower than the first winding ratio.

For example, as shown in FIG. 9, according to a service environment,winding may be omitted in some sections of all the sections of the firstpipe 110 and the second pipe 120 that need flexibility and winding maybe performed in only the sections that need stiffness.

Accordingly, the winding device 800 may easily adjust the sections thatneed stiffness and the sections that need flexibility in the first pipe110 and the second pipe 120 and may reduce manufacturing costs forwinding of the pipe 100 by preventing the winding material 140′ frombeing unnecessarily used.

In the winding, the transfer device 700 transmits position dataincluding start positions and end positions of the sections that needstiffness in all the sections of the pipe 100 to the winding device.

Also, as shown in FIG. 10, the transfer device 700 may reciprocate inall the sections of the pipe 100 to form a plurality of layers of awinding material 140″ wound around the surface of the pipe 100.

Accordingly, the sections of the pipe 100 in which the side brackets 300and the center support 600 are disposed may form a relatively higherstiffness.

FIGS. 11 and 12 are perspective views showing the pipe cap of the cowlcross bar assembly according to the first embodiment, and FIG. 13 is acoupling cross-sectional view showing the pipe cap and the pipe of thecowl cross bar assembly according to the first embodiment.

Referring to FIGS. 11 to 13, the pipe cap 200 according to the firstembodiment includes a combination of polyamide and glass fiber or acombination of polypropylene and glass fiber.

A pair of such pipe caps 200 are coupled to one ends of the first pipe110 and the second pipe 120 through an insert-injection molding method.

The pipe caps 200 perform hydroforming on an inside of the pipe 100using water pressure when the pipe 100 is injection-molded so as toblock injection-molded resin from flowing into a center, that is, anempty space of the pipe 100 including a hollow shaft.

Also, the pipe caps 200 prevent regions coupled to the first pipe 110and the second pipe 120 from being damaged by collision energy.

The pipe caps 200 each include a head portion 210, a concave portion220, a first extension portion 230, a second extension portion 240, athird extension portion 250, and an internal support portion 260.

Also, hereinafter, the pipe cap 200 disposed on one end of the firstpipe 110 will be described.

The head portion 210 is disposed on one surface of the first pipe 110and may have the same shape as the cross-sectional shape of the firstpipe 110.

The head portion 210 comes into contact with a side surface of the firstpipe 110 and seals the one end of the first pipe 110.

That is, the head portion 210 has an area greater than a cross-sectionalarea of the first pipe 110.

Accordingly, the head portion 210 may shield the entire side surface ofthe first pipe 110 so as to effectively block an injection-molded resinfrom flowing into the first pipe 110.

The concave portion 220 is formed to have a groove recessed from a sidesurface of the head portion 210 in an axial direction.

The concave portion 220 may be formed to be recessed at the same depthas a thickness of the head portion 210.

The concave portion 220 is filled with an injection-molded resin.

Accordingly, the concave portion 220 may increase stiffness byincreasing a cross-sectional area of injection molding of the first pipe110 when the first pipe 110 is injection molded.

A rib 221 is formed in the concave portion 220.

The rib 221 may be formed to have a cross (+) shape.

The rib 221 is formed to have a length equal to the depth of the concaveportion 220 or shorter than the depth of the concave portion 220.

The rib 221 may effectively prevent the injection-molded resin frombeing separated from the concave portion 220 by increasing a contactarea of the injection-molded resin that fills the concave portion 220.

The first extension portion 230 extends along a perimeter of the headportion 210 in a direction, in which the first pipe 110 is disposed, andcovers an outer circumferential surface of the one end of the first pipe110.

A cross-sectional shape of the first extension portion 230 has the sameshape as the cross-sectional shape of the first pipe 110.

The second extension portion 240 extends from the head portion 210 inthe direction in which the first pipe 110 is disposed and is spaced at adistance apart from the first extension portion 230 toward a center.

Preferably, the second extension portion 240 is spaced at a distance,which is as long as a thickness of the first pipe 110, apart from thefirst extension portion 230.

A cross-sectional shape of the second extension portion 240 has the sameshape as the cross-sectional shape of the first pipe 110.

Accordingly, an inner circumferential surface of the first extensionportion 230 comes into contact with the outer circumferential surface ofthe one end of the first pipe 110, and an outer circumferential surfaceof the second extension portion 240 comes into contact with an innercircumferential surface of the one end of the first pipe 110.

The second extension portion 240 extends to be longer than the firstextension portion 230.

Preferably, a length of the first extension portion 230 is 10 mm, and alength of the second extension portion 240 is 40 mm.

Accordingly, the second extension portion 240 supports the one end ofthe first pipe 110 by as much as an extended length of the secondextension portion 240 when a collision accident of the vehicle occurs.

Accordingly, the second extension portion 240 may increase stiffness ofan area of the one end of the first pipe 110 by absorbing collisionenergy transferred to the one end of the first pipe 110 coupled throughinsert-injection molding.

A third extension portion 250 extends from the head portion 210 in thedirection in which the first pipe 110 is disposed and is spaced at adistance apart from the second extension portion 240 toward the center.

The third extension portion 250 extends less than the length of thesecond extension portion 240.

An internal support portion 260 is disposed between the second extensionportion 340 and the third extension portion 250.

At least three to eight internal support portions 260 are disposed to bespaced at distances apart along an outer circumferential surface of thethird extension portion 250.

A plurality of internal support portions 260 have a radial shapeconnecting an inner circumferential surface of the second extensionportion 240 to the outer circumferential surface of the third extensionportion 250.

Accordingly, the third extension portion 250 and the internal supportportions 260 support the second extension portion 240 that supports theone end of the first pipe 110.

Accordingly, the third extension portion 250 and the internal supportportions 260 may more firmly support the one end of the first pipe 110configured to absorb collision energy transferred to the first pipe 110so as to further increase stiffness of the area of the one end of thefirst pipe 110.

Also, according to another embodiment, the first extension portion andthe second extension portion may extend by the same length.

Hereinafter, pipe caps of the cowl cross bar assembly according toanother embodiment will be described below in detail.

FIG. 14 is a coupling cross-sectional view showing a pipe cap and thepipe of the cowl cross bar assembly according to another embodiment.

Components equal to those described in the above embodiment will bereferred to as the same reference numerals, and a detailed descriptionthereof will be omitted for sake of brevity.

An inner circumferential surface of a first extension portion 230′included in a pipe cap 200′ comes into contact with the outercircumferential surface of the one end of the first pipe 110, and anouter circumferential surface of a second extension portion 240′included in the pipe cap 200′ comes into contact with the innercircumferential surface of the one end of the first pipe 110.

Accordingly, the second extension portion 240′ supports the one end ofthe first pipe 110 as much as extended lengths of the first extensionportion 230′ and the second extension portion 240′ when a collisionaccident of the vehicle occurs.

Accordingly, the second extension portion 240′ may increase stiffness ofboth ends of the pipe 100 by absorbing collision energy transferred tothe pipe 100 coupled through insert-injection molding.

Accordingly, since the first extension portion 230′ and the secondextension portion 240′ doubly support the collision energy transferredto the pipe 100 coupled through insert-injection molding, the stiffnessat both ends of the pipe 100 may be further increased.

Also, since the pipe cap 200 coupled to the other end of the second pipe120 also has similar components to those of the pipe cap 200 coupled tothe one end of the first pipe 110, a detailed description of the pipecap 200 coupled to the other end of the second pipe 120 will be omittedfor sake of brevity.

FIG. 15 is an enlarged view showing part A shown in FIG. 1.

Referring to FIG. 15, the side brackets 300 according to the firstembodiment include polypropylene and glass fiber.

The pair of such side brackets 300 are disposed on one ends of the firstpipe 110 and the second pipe 120 and are coupled to the pipe caps 200through a mutual insert-injection molding method.

The side brackets 300 are directly fixed in a lateral direction of thechassis.

The side brackets 300 each include a main frame 310, a lifting frame320, and a bent frame 330.

The main frame 310 comes into contact with an outer surface of the pipecap 200 and is coupled to the pipe cap 200 through a mutualinsert-injection molding method.

The lifting frame 320 extends from the main frame 310 toward a rear ofthe vehicle.

Since a variety of electrical components are all assembled, the cowlcross bar assembly is heavy and is lifted using equipment such as arobot arm (not shown) to be inserted into an assembly line of a vehicle.

The lifting frame 320 includes one or more insertion grooves 321.

The robot arm configured to lift the cowl cross bar assembly is coupledto the insertion grooves 321 of the lifting frame 320.

Accordingly, the lifting frame 320 is coupled to the robot arm throughthe insertion grooves 321 for the robot arm to lift the cowl cross barassembly.

The bent frame 330 is bent from the main frame 310 in a direction ofintersection with the other and includes a coupling groove 331.

The pin member 400 is coupled to the coupling groove 331, and the cowlcross bar assembly according to the present invention, that is, the pipe100 and the side bracket 300, may be easily mounted on the chassis bythe pin member 400.

FIG. 16 is a perspective view showing the pin member of the cowl crossbar assembly according to the first embodiment, FIG. 17 is across-sectional view showing the pin member and the side bracket of thecowl cross bar assembly according to the first embodiment, and FIG. 18is a cross-sectional view showing a state in which the pin member isheld by a guide hole of the chassis according to the first embodiment.

Referring to FIGS. 16 and 17, the pin member 400 according to the firstembodiment may include polyamide and glass fiber.

The pin member 400 is coupled to the coupling groove 331 formed in thebent frame 330 of the side bracket 300.

When the cowl cross bar assembly, which is heavy due to a variety ofcompletely assembled electrical components, is mounted on the chassis,the pin member 400 guides the cowl cross bar assembly to be mounted on aprecise position on the chassis.

To this end, the pin member 400 is inserted into a guide hole.

The pin member 400 includes a first guide pin 410 and a second guide pin420.

The first guide pin 410 is inserted into the guide hole of the chassis.

The first guide pin 410 has a hollow shaft shape.

Notches 411 are formed in a surface of the first guide pin 410 atpositions spaced at a distance apart from each other along alongitudinal direction.

The notches 411 prevent the heavy cowl cross bar assembly from beingseparated from the chassis in a process of being mounted in the guidehole.

The notches 411 each include a vertical surface 412 and a tilted surface413 formed in a direction in which the first guide pin 410 is coupled tothe chassis.

When sagging occurs due to a weight of the cowl cross bar assembly whilethe pin member 400 is inserted into the guide hole of the chassis, thevertical surface 412 of the notch 411 is held by the guide hole of thechassis as shown in FIG. 18.

Accordingly, the vertical surface 412 of the notch 411 may easilyprevent the pipe 100 from being separated from the guide hole of thechassis.

The second guide pin 420 is inserted while passing through the firstguide pin 410 formed of a hollow shaft. A length of the second guide pin420 is formed to be longer than a length of the first guide pin 410.

Further, the pin member 400 is fixed to the side bracket 300 through amutual screw-coupling method.

One end of the second guide pin 420 protrudes from the first guide pin410.

The one end of the second guide pin 420 indicates a direction in whichthe side bracket 300 is disposed on the chassis.

A coupling portion 421 is formed on the one end of the second guide pin420.

A screw thread is formed on a surface of the coupling portion 421, and anut 332 including a thread groove is inserted into an inside of thecoupling groove 331.

The coupling portion 421 and the nut 332 are coupled to each otherthrough a screw-coupling method.

The nut 332 is coupled to the coupling groove 331 through aninsert-injection molding method.

Accordingly, a structure of the pin member 400 according to the firstembodiment that is formed to be separate from the side bracket 300 andis coupled to the side bracket 300 through a screw-coupling method mayincrease stiffness in comparison to a conventional structure of a pinmember and a side bracket that are integrally injection-molded.

Also, the pin member 400 according to one or more embodiments includespolyamide and glass fiber so as to significantly reduce a weight due toproperties of material in comparison to a pin member including metallicmaterial.

Also, stiffness of the second guide pin 420 coupled to the side bracket300 is higher than stiffness of the first guide pin 410.

Accordingly, the second guide pin 420 may effectively prevent the pinmember 400 from colliding with a peripheral part of the guide hole ofthe chassis and being easily damaged while being inserted into the guidehole.

Also, a pin member according to another embodiment of the presentinvention may be coupled to the side bracket through a riveting method.

Hereinafter, a pin member and a side bracket of the cowl cross barassembly according to another embodiment will be described below indetail.

FIG. 19 is a cross-sectional view showing a pin member and a sidebracket of the cowl cross bar assembly according to another embodiment.

Components equal to those described in the above embodiment will bereferred to as the same reference numerals, and a detailed descriptionthereof will be omitted for sake of brevity.

Referring to FIG. 19, in a riveting type structure of a side bracket300′ and a pin member 400′ according to another embodiment, a bushing333′ is coupled to a coupling groove 331′ of the side bracket 300′through an insert-injection molding method.

One end of a second guide pin 420′ protrudes from a first guide pin410′.

A coupling portion 421′ is formed on the one end of the second guide pin420′.

The coupling portion 421′ and the bushing 333′ are coupled through ariveting method.

Accordingly, a structure of the pin member 400′ according to anotherembodiment that is formed to be separate from the side bracket 300′ andis coupled to the side bracket 300′ through a riveting method mayincrease stiffness in comparison to a conventional structure of a pinmember and a side bracket that are integrally injection-molded.

A rivet flange 422′ is formed on one surface of the coupling portion421′.

The rivet flange 422′ prevents the pin member 400′ from beingexcessively inserted toward the bushing 333′ when the pin member 400′ iscoupled to the side bracket 300′.

Also, the pin member 400 according to one or more embodiments includespolyamide and glass fiber so as to significantly reduce a weight due toproperties of material in comparison to a pin member including metallicmaterial.

FIG. 20 is a perspective view showing the dash mounting member of thecowl cross bar assembly according to the first embodiment, FIG. 21 is aside view showing the dash mounting member of the cowl cross barassembly according to the first embodiment, and FIG. 22 is an explodedperspective view showing a dash mounting stiffener disassembled from acase of the cowl cross bar assembly according to the first embodiment.

Referring to FIGS. 20 to 22, a dash mounting member 500 according to thefirst embodiment of the present invention is coupled to the pipe 100.

The dash mounting member 500 is coupled to the first pipe 110corresponding to the driver's seat on the basis of a middle area in allthe sections of the pipe 100.

Particularly, the dash mounting member 500 is coupled between both endsof the first pipe 110 to which the side bracket 300 and the centersupport 600 are coupled.

The dash mounting member 500 includes a case 510, a dash mountingstiffener 520, a stiffening plate 530, and a mounting bottom supportportion 540.

The case 510 forms a body of the dash mounting member 500.

The case 510 has a polyhedral shape including an internal space.

The dash mounting stiffener 520 is accommodated in the polyhedral case510.

The case 510 includes a dash mounting coupling portion 511, a sidebracket connection portion 512, a first bottom surface portion 513, asecond bottom surface portion 514, a front surface portion 515, and sidesurface portions 516.

The first pipe 110 is inserted into the dash mounting coupling portion511.

A cross-sectional shape of an inner circumferential surface of the dashmounting coupling portion 511 is formed to be equal to thecross-sectional shape of the outer circumferential surface of the firstpipe 110.

Accordingly, the inner circumferential surface of the dash mountingcoupling portion 511 comes into contact with the outer circumferentialsurface of the first pipe 110.

That is, the first pipe 110 may be easily inserted into and coupled tothe dash mounting coupling portion 511.

The side bracket connection portion 512 is disposed between the dashmounting coupling portion 511 and the side bracket 300.

The side bracket connection portion 512 surrounds the outercircumferential surface of the first pipe 110 and connects the dashmounting coupling portion 511 to the side bracket 300.

The side bracket connection portion 512, the dash mounting couplingportion 511, and the side bracket 300 may be integrally formed.

Accordingly, the side bracket 300 is fixed to the one end of the firstpipe 110, and the dash mounting coupling portion 511 is integrallycoupled to the side bracket 300 by the side bracket connection portion512.

Accordingly, the side bracket connection portion 512 may restrict thedash mounting coupling portion 511 from freely moving along alongitudinal direction of the first pipe 110.

Also, the side bracket connection portion 512 and the dash mountingcoupling portion 511 may include polypropylene and glass fiber like theside bracket 300.

Further, a plurality of grooves may be formed in outer circumferentialsurfaces of the dash mounting coupling portion 511 and the side bracketconnection portion 512.

Accordingly, the dash mounting coupling portion 511 and the side bracketconnection portion 512 may significantly reduce an overall weight of thecowl cross bar assembly.

Also, when a head-on collision of the vehicle occurs, broken piecesgenerated when the dash mounting coupling portion 511 and the sidebracket connection portion 512 are damaged may be reduced so as toreduce injury to a passenger caused by the broken pieces.

The first bottom surface portion 513 is formed of a panel and extendsfrom the dash mounting coupling portion 511 toward a front of thevehicle.

In detail, the first bottom surface portion 513 extends downward from afront of the dash mounting coupling portion 511 at a certain angle asshown in FIG. 21.

The second bottom surface portion 514 is a panel having the same widthas that of the first bottom surface portion 513 and extends from one endof the second bottom surface portion 514 toward the front of thevehicle.

In detail, the second bottom surface portion 514 extends upward from anend of the first bottom surface portion 513 at a certain angle as shownin FIG. 21.

That is, the first bottom surface portion 513 and the second bottomsurface portion 514 are formed to have an inverted-triangular shape whenviewed from the side.

The first bottom surface portion 513 and the second bottom surfaceportion 514 close a bottom surface of the case 510.

The front surface portion 515 vertically extends upward from an end ofthe second bottom surface portion 514 and closes a front of the case510.

The side surface portions 516 vertically extend upward from both sideends of the first bottom surface portion 513 and the second bottomsurface portion 514 and close both side surfaces of the case 510.

Accordingly, the case 510 has an internal space formed by the firstbottom surface portion 513, the second bottom surface portion 514, thefront surface portion 515, and the side surface portions 516 and has ashape with an open top.

The dash mounting stiffener 520 is accommodated in the case 510 that hasthe space formed therein and the open top as shown in FIG. 22.

The dash mounting stiffener 520 is formed of energy-absorbing foam.

The dash mounting stiffener 520 may have the same polyhedral shape asthat of the inner side of the case to be accommodated in the case 510.

The dash mounting stiffener 520 includes an injection-molded compoundformed of energy-absorbing foam, for example, polypropylene orpolyurethane or a combination thereof.

Accordingly, when a collision accident of the vehicle occurs, the dashmounting stiffener 520 absorbs collision energy that acts on the dashmounting member 500 due to properties of material so as to minimize thecollision energy transferred to the dash mounting member 500 and toprotect a passenger.

Accordingly, the dash mounting stiffener 520 and the case 510 includingan injection-molded compound may secure stiffness against the collisionaccident of the vehicle or the like.

The stiffening plate 530 includes metallic material such as steel.

The stiffening plate 530 is coupled to some surfaces of the case 510.

The stiffening plate 530 includes a top surface stiffening plate 531 anda front surface stiffening plate 532.

The top surface stiffening plate 531 seals the open top of the case 510.

The front surface stiffening plate 532 is disposed on the front of thecase 510.

Accordingly, the stiffening plate 530 surrounds parts of a top surfaceand a front surface of the case 510 through the top surface stiffeningplate 531 and the front surface stiffening plate 532.

Also, as described above, the top surface stiffening plate 531 seals theopen top surface of the case 510

Accordingly, the top surface stiffening plate 531 blocks the dashmounting stiffener 520 from being separated externally through the topof the case 510.

Also, the stiffening plate 530 formed of metallic material and the dashmounting member 500 formed of an injection-molded compound reducecollision energy applied to the dash mounting member 500 together so asto prevent the dash mounting member 500 from being plastic-deformed anddamaged.

The stiffening plate 530 is coupled to the case 510 using a bolt member.

Although not shown in the drawing, the stiffening plate 530 according toanother embodiment may be hinge-coupled to the case 510 in a directionopposite to a direction in which the front surface stiffening plate 532is disposed on the top surface stiffening plate 531.

Accordingly, in the stiffening plate 530 according to anotherembodiment, when the dash mounting stiffener 520 accommodated in thecase 510 is replaced, the top of the case 510 may be easily opened byrotating the top surface stiffening plate 531 around a high couplingportion.

The mounting bottom support portion 540 is formed of metallic materialsuch as steel.

The mounting bottom support portion 540 is formed of a panel and extendsfrom the dash mounting coupling portion 511 toward the front of thevehicle.

The mounting bottom support portion 540 is disposed below the case 510and supports the case 510.

The mounting bottom support portion 540 comes into contact with thefirst bottom surface portion 513 and extends along the first bottomsurface portion 513.

One end of the mounting bottom support portion 540 is fixed to the case510 by a bolt member passing through the dash mounting coupling portion511.

Also, a bottom end of the front surface stiffening plate 532 comes intocontact with the other end of the mounting bottom support portion 540 sothat the front surface stiffening plate 532 is supported.

The mounting bottom support portion 540 formed of metallic material, thedash mounting member 500 formed of an injection-molded compound, and thestiffening plate 530 formed of metallic material reduce the collisionenergy applied to the dash mounting member 500 together.

Accordingly, the dash mounting member 500 prevents the dash mountingmember 500 from being plastic-deformed and damaged.

Also, a dash mounting member according to another embodiment may have aband shape.

Hereinafter, the dash mounting member of the cowl cross bar assemblyaccording to another embodiment will be described below in detail.

FIG. 23 is a perspective view showing the dash mounting member of thecowl cross bar assembly according to another embodiment.

Components equal to those described in the above embodiment will bereferred to as the same reference numerals, and a detailed descriptionthereof will be omitted for sake of brevity.

Referring to FIG. 23, a dash mounting member 500′ according to anotherembodiment is coupled to the pipe 100.

The dash mounting member 500′ is coupled to the first pipe 110corresponding to the driver's seat on the basis of the middle area inall the sections of the pipe 100.

Particularly, the dash mounting member 500′ is coupled between both endsof the first pipe 110 to which the side bracket 300 and the centersupport 600 are coupled.

The dash mounting member 500′ has a band shape in a plan view.

A dash mounting stiffener 520′ is disposed in a space of the dashmounting member 500′ that has a band shape.

The band-shaped space of the dash mounting member 500′ has an areasmaller than an area of the dash mounting stiffener 520′.

Accordingly, the dash mounting member 500′ having the band shape mayfirmly fix the dash mounting stiffener 520′.

Accordingly, since the dash mounting member 500′ according to anotherembodiment has a band shape, an overall weight of the cowl cross barassembly may be further decreased.

Also, although it has been described that the dash mounting member 500or 500′ according to one or more embodiments has the polyhedral shape orband shape, in addition to the above shape, the dash mounting stiffener520 or 520′ may have a variety of shapes as long as it is possible toeffectively reduce collision energy applied to the vehicle by disposingthe dash mounting stiffener 520 or 520′.

FIG. 24 is a front view showing the center support into which the secondpipe included in the cowl cross bar assembly shown in FIG. 1 isinserted.

Referring to FIG. 24, the center support 600 according to the firstembodiment improves noise, vibration, and harshness (NVH) performance ofa vehicle by suppressing shaking of a steering wheel caused by resonancewhile the vehicle stops or drives.

One end of the center support 600 is disposed between the first pipe 110and the second pipe 120.

Also, the other end of the center support 600 is fixed to the dash panelof the chassis and supports vertical vibrations of the pipe 100.

The center support 600 includes a first vertical portion 610, anintermediate portion 620, a second vertical portion 630, a stiffeningportion 640, a side bracket connection portion 650, and a support frame660.

The first vertical portion 610 extends in a first directionperpendicular to a longitudinal direction of the second pipe 120.

Here, the first direction is a downward direction.

The intermediate portion 620 is disposed between the first verticalportion 610 and the second vertical portion 630 and connects ends of thefirst vertical portion 610 and the second vertical portion 630 to eachother.

The intermediate portion 620 extends in a second direction that meetsthe first direction at a certain angle.

The second vertical portion 630 extends from an end of the intermediateportion 620 in the first direction.

Accordingly, in the center support 600, the intermediate portion 620thereof has a bent shape and the first vertical portion 610 and thesecond vertical portion 630 are spaced apart from each other in alongitudinal direction of the second pipe 120.

The first vertical portion 610 is disposed between the first pipe 110and the second pipe 120 and divides an area of the driver's seat from anarea of the front passenger's seat.

In a front view, the intermediate portion 620 has a shape bent towardthe front passenger's seat according to a layout of the vehicle in whicha console area reduced to secure an internal space of the vehicle.

An end of the second vertical portion 630 is fixedly coupled to the dashpanel using a bolt member.

The stiffening portion 640 extends in the first direction perpendicularto the longitudinal direction of the second pipe 120 to meet the secondpipe 120 at the right angle when viewed from the front of the vehicleand to be parallel to the second vertical portion 630.

Here, the first direction is a downward direction.

The stiffening portion 640 is formed at a position spaced at a distanceapart from the first vertical portion 610 in the longitudinal directionof the second pipe 120.

One end of the stiffening portion 640 is fixed to the second pipe 120,and the other end is bent toward the first vertical portion 610 whileforming a curve to be fixed to a middle area of the intermediate portion620.

Accordingly, the stiffening portion 640 may firmly prevent sagging ofthe second pipe 120.

The side bracket connection portion 650 may be disposed between thestiffening portion 640 and the side bracket 300 and be integrally formedwith the stiffening portion 640 and the side bracket 300.

The side bracket connection portion 650 surrounds the outercircumferential surface of the second pipe 120 and connects thestiffening portion 640 to the side bracket 300.

Also, the side bracket connection portion 650 and the stiffening portion640 may include polypropylene and glass fiber like the side bracket 300.

Further, a plurality of grooves may be formed in an outercircumferential surface of the side bracket connection portion 650.

Accordingly, the side bracket connection portion 650 may significantlyreduce an overall weight of the cowl cross bar assembly.

Also, the side bracket connection portion 650 including the plurality ofgrooves may reduce broken pieces of the side bracket connection portion650 damaged when a head-on collision of the vehicle occurs so as toreduce injury to a passenger caused by the broken pieces.

The support frame 660 is configured to support a car audio and the likeand is formed from the side bracket connection portion 650 to an area inwhich the car audio and the like of the vehicle are disposed.

The support frame 660 is fixed to an end of the intermediate portion 620and the side bracket connection portion 650.

The support frame 660 includes a first frame 661 and a second frame 662.

The first frame 661 extends vertically from a middle area of the sidebracket connection portion 650.

The second frame 662 extends horizontally from an end of the first frame661 in a direction, in which the intermediate portion 620 is disposed,and connects the end of the first frame 661, the intermediate portion620, and the second vertical portion 630 to one another.

The first frame 661 and the second frame 662 may be integrally formedwith the intermediate portion 620 and the side bracket 300.

An overall shape of the support frame 660 is, for example, aquadrangular shape when viewed from the front of the vehicle.

Also, the car audio and the like of the vehicle is disposed in a spacehaving the quadrangular shape and is assembled to the support frame 660.

The support frame 660 may have a variety of shapes according to a layoutof an interior of the vehicle.

Also, a dash mounting member and a center support according to a secondembodiment may be connected to each other.

Hereinafter, the dash mounting member and the center support of a cowlcross bar assembly according to the second embodiment will be describedbelow in detail with reference to the drawings.

FIG. 25 is a perspective view showing the cowl cross bar assemblyaccording to the second embodiment.

Referring to FIG. 25, the cowl cross bar assembly according to thesecond embodiment includes a pipe 1100 fixed to an interior of thevehicle in a lateral direction, pipe caps fitting on both ends of thepipe 1100, side brackets 1300 coupled to the pipe caps throughinsert-injection molding, pin members coupled to the side brackets 1300,a dash mounting member 1500 fixed to the pipe 1100, a mountingconnection bracket 1530, a center support 1600, and a support connectionbracket 1670.

Hereinafter, only the dash mounting member 1500 and the center support1600, which have differences from those of the cowl cross bar assemblyaccording to the first embodiment, will be described.

The dash mounting member 1500 according to the second embodiment iscoupled to a first pipe 1110 corresponding to the driver's seat based ona middle area in all sections of the pipe 1100.

The dash mounting member 1500 includes a case 1510 and a stiffeningplate 1520.

The case 1510 forms a body of the dash mounting member 1500 and includesa dash mounting coupling portion 1511, a side bracket connection portion1512, a bottom surface portion 1513, a front surface portion 1514, and aside surface portion 1515.

The first pipe 1110 is inserted into the dash mounting coupling portion1511.

A cross-sectional shape of an inner circumferential surface of the dashmounting coupling portion 1511 is formed to be equal to across-sectional shape of an outer circumferential surface of the firstpipe 1110 so that the inner circumferential surface of the dash mountingcoupling portion 1511 comes into contact with the outer circumferentialsurface of the first pipe 1110.

That is, the first pipe 1110 may be easily inserted into and coupled tothe dash mounting coupling portion 1511.

The side bracket connection portion 1512 is disposed between the dashmounting coupling portion 1511 and the side bracket 1300.

The side bracket connection portion 1512 surrounds the outercircumferential surface of the first pipe 1110 and connects the dashmounting coupling portion 1511 to the side bracket 1300.

The side bracket connection portion 1512, the dash mounting couplingportion 1511, and the side bracket 1300 may be integrally formed.

Accordingly, the side bracket 1300 is fixed to one end of the first pipe1110, and the dash mounting coupling portion 1511 is integrally coupledto the side bracket 1300 by the side bracket connection portion 1512.

Accordingly, the side bracket connection portion 1512 may restrict thedash mounting coupling portion 1511 from freely moving along alongitudinal direction of the first pipe 1110.

The bottom surface portion 1513 is formed of a panel and extends fromthe dash mounting coupling portion 1511 toward the front of the vehicleto close a bottom surface of the case 1510.

The front surface portion 1514 vertically extends upward from an end ofthe bottom surface portion 1513 and closes a front of the case 1510.

The side surface portions 1515 vertically extend upward from both endsof the bottom surface portion 1513 and close both sides of the case1510.

Accordingly, the case 1510 has an internal space formed by the bottomsurface portion 1513, the front surface portion 1514, and the sidesurface portions 1515 and has a shape with an open top.

The stiffening plate 1520 is formed of metallic material such as steeland seals the open top of the case 1510.

Also, the stiffening plate 1520 formed of metallic material and the case1510 formed of an injection-molded compound reduce collision energyapplied to the dash mounting member 1500 together so as to prevent thedash mounting member 1500 from being plastic-deformed and damaged.

The stiffening plate 1520 is coupled to the case 1510 using a boltmember.

FIG. 26 is a partial plan view showing the cowl cross bar assembly shownin FIG. 25.

Referring to FIG. 26, the mounting connection bracket 1530 is formed ofaluminum and is fixed to the dash mounting member 1500 and the firstpipe 1110 of the pipe 1100.

The mounting connection bracket 1530 is configured to supplementstiffness of the dash mounting member 1500 and includes a first mountingbracket 1531 and a second mounting bracket 1532.

The first mounting bracket 1531 is spaced at a distance apart from thefirst pipe 1110 by as much as a distance from the dash mounting member1500 and extends in a direction parallel to the case 1510.

The first mounting bracket 1531 is parallel to the case 1510.

The second mounting bracket 1532 is spaced at a distance apart from thefirst pipe 1110 and connects the first mounting bracket 1531 to the case1510.

The second mounting bracket 1532 is parallel to the first pipe 1110.

One end of the second mounting bracket 1532 is fixed to the firstmounting bracket 1531, and the other end thereof is fixed to the sidesurface portion 1515 of the case 1510.

Accordingly, the mounting connection bracket 1530 may be connected tothe first pipe 1110 and the case 1510 so as to effectively supplementstiffness of the dash mounting member 1500.

FIG. 27 is a front view showing the center support into which the secondpipe included in the cowl cross bar assembly shown in FIG. 25 isinserted.

Referring to FIG. 27, the center support 1600 is configured to improveNVH performance of the vehicle, and one end thereof is disposed betweenthe first pipe 1110 and the second pipe 1120 and the other end is fixedto the dash panel of the chassis to support vertical vibrations of thepipe 1100.

The center support 1600 includes a first vertical portion 1610, anintermediate portion 1620, a second vertical portion 1630, a stiffeningportion 1640, a side bracket connection portion 1650, and a supportframe 1660.

The first vertical portion 1610 extends in a first directionperpendicular to a longitudinal direction of the second pipe 1120.

Here, the first direction is a downward direction.

The first vertical portion 1610 is disposed between the first pipe 1110and the second pipe 1120 and divides an area of the driver's seat froman area of the front passenger's seat.

The intermediate portion 1620 is disposed between the first verticalportion 1610 and the second vertical portion 1630 and connects ends ofthe first vertical portion 1610 and the second vertical portion 1630 toeach other.

The intermediate portion 1620 extends in a second direction that meetsthe first direction at a certain angle.

In a front view, the intermediate portion 1620 has a shape bent towardthe front passenger's seat according to a layout of the vehicle in whicha console area is reduced to secure an internal space of the vehicle.

The second vertical portion 1630 extends from an end of the intermediateportion 1620 in the first direction.

Accordingly, in the center support 1600, the intermediate portion 1620thereof has a bent shape and the first vertical portion 1610 and thesecond vertical portion 1630 are spaced apart from each other in alongitudinal direction of the second pipe 1120.

An end of the second vertical portion 1630 is fixedly coupled to thedash panel using a bolt member.

The stiffening portion 1640 extends in a first direction perpendicularto the longitudinal direction of the second pipe 1120.

Here, the first direction is a downward direction.

The stiffening portion 1640 meets the second pipe 1120 at the rightangle and is parallel to the second vertical portion 1630 when viewedfrom the front of the vehicle.

The stiffening portion 1640 is formed at a position spaced at a distanceapart from the first vertical portion 1610 in the longitudinal directionof the second pipe 1120.

One end of the stiffening portion 1640 is fixed to the second pipe 1120,and the other end is bent toward the first vertical portion 1610 whileforming a curve to be fixed to an end of the first vertical portion1610.

Accordingly, the stiffening portion 1640 may firmly prevent sagging ofthe second pipe 1120.

The side bracket connection portion 1650 is disposed between the firstvertical portion 1610 and the side bracket 1300 and connects the firstvertical portion 1610 to the side bracket 1300.

The side bracket connection portion 1650, the first vertical portion1610, and the side bracket 1300 may be integrally formed.

The side bracket connection portion 1650 surrounds an outercircumferential surface of the second pipe 1120.

Also, the side bracket connection portion 1650 and the first verticalportion 1610 may include polypropylene and glass fiber like the sidebracket 1300.

The support frame 1660 is configured to support a car audio and a glovebox and is formed from the side bracket connection portion 1650 to anarea in which the car audio and the glove box of the vehicle aredisposed.

The support frame 1660 is fixed to an end of the intermediate portion1620, the side bracket connection portion 1650, and the side bracket1300.

The support frame 1660 includes a first frame 1661, a second frame 1662,and a third frame 1663.

The first frame 1661 extends from a middle area of the side bracketconnection portion 1650 in the first direction perpendicular thereto.

Here, the first direction is a downward direction.

The second frame 1662 horizontally extends from an end of the firstframe 1661 in a direction, in which the intermediate portion 1620 isdisposed, and connects the end of the first frame 1661 to a middle areaof the intermediate portion 1620.

The first frame 1661 and the second frame 1662 may be integrally formedwith the intermediate portion 1620 and the side bracket connectionportion 1650.

The car audio and the like are assembled to the first frame 1661 and thesecond frame 1662.

The third frame 1663 horizontally extends from the end of the firstframe 1661 in a direction, in which the side bracket 1300 is disposed,and connects the end of the first frame 1661 to an end of the sidebracket 1300.

The third frame 1663 and the first frame 1661 are integrally formed withthe side bracket connection portion 1650 and the side bracket 1300.

The glove box is assembled to the first frame 1661 and the third frame1663.

Referring back to FIG. 26, the support connection bracket 1670 includesaluminum like the mounting connection bracket 1530.

The support connection bracket 1670 is fixed to the dash mounting member1500 and the center support 1600.

The support connection bracket 1670 is configured to supplement verticalstiffness of the center support 1600, which is formed to be tilted, andincludes a first support bracket 1671 and a second support bracket 1672.

The first support bracket 1671 is spaced at a distance apart from thesecond pipe 1120 by as much as a distance from the dash mounting member1500 and extends in a direction in which the case 1510 extends.

The first support bracket 1671 is parallel to the case 1510.

The second support bracket 1672 is spaced at a distance apart from thesecond pipe 1120 and connects the first support bracket 1671 to the case1510.

The second support bracket 1651 is parallel to the second pipe 1120.

One end of the second support bracket 1651 is fixed to the first supportbracket 1671, and the other end thereof is fixed to a bottom surfaceportion 1513 of the case 1510.

Accordingly, the first support bracket 1671 and the second supportbracket 1672 have a rectangular shape in a plan view.

Accordingly, the support connection bracket 1670 may supplement verticalstiffness of the center support 1600, which is formed to be tilted, andmay further improve NVH performance.

Further, a center support according to a third embodiment may increasevertical stiffness.

Hereinafter, a center support of a cowl cross bar assembly according tothe third embodiment will be described below in detail.

FIG. 28 is a perspective view showing the cowl cross bar assemblyaccording to the third embodiment, FIG. 29 is a front view showing acenter support into which a second pipe included in the cowl cross barassembly shown in FIG. 28 is inserted, and FIG. 30 is a side viewshowing the center support into which the second pipe included in thecowl cross bar assembly shown in FIG. 28 is inserted.

Referring to FIGS. 28 and 30, the cowl cross bar assembly according tothe third embodiment includes a pipe 2100 fixed to the interior of thevehicle in a lateral direction, pipe caps fitting on both ends of thepipe 2100, side brackets 2300 coupled to the pipe caps throughinsert-injection molding, pin members coupled to the side brackets 2300,a dash mounting member fixed to the pipe 2100, and a center support2600.

Hereinafter, only the center support 2600, which has differences fromthose of the cowl cross bar assemblies according to the first embodimentand the second embodiment, will be described below, and other componentsthat are the same as described above with respect to the first andsecond embodiments will not be described below for sake of brevity.

The center support 2600 according to the third embodiment is configuredto improve NVH performance of the vehicle, and one end thereof isdisposed between a first pipe 2110 and a second pipe 2120 and the otherend is fixed to the dash panel of the chassis to support verticalvibrations of the pipe 2100.

The center support 2600 includes a first vertical portion 2610, anintermediate portion 2620, a second vertical portion 2630, a stiffeningportion 2640, a side bracket connection portion 2650, and a supportframe 2660.

The first vertical portion 2610 extends in a first directionperpendicular to a longitudinal direction of the second pipe 2120.

Here, the first direction is a downward direction.

The intermediate portion 2620 connects ends of a first vertical portion2610 and the second vertical portion 2630 to each other.

The intermediate portion 2620 extends in a second direction that meetsthe first direction at a certain angle.

The second vertical portion 2630 extends from an end of the intermediateportion 2620 in the first direction.

Accordingly, the intermediate portion 2620 of the center support 2600has a bent shape.

The first vertical portion 2610 is disposed between the first pipe 2110and the second pipe 2120.

An insertion hole, into which the second pipe 2120 is inserted, isformed in a top end of the first vertical portion 2610.

In a front view, the intermediate portion 2620 has a shape bent towardthe front passenger's seat according to a layout of the vehicle in whicha console area is reduced to secure an internal space of the vehicle.

In a side view, the intermediate portion 2620 has a shape bent towardthe front of the vehicle according to the layout of the vehicle in whichthe console area is reduced to secure the internal space of the vehicle.

An end of the second vertical portion 2630 is fixedly coupled to thedash panel using a bolt member.

An upper space is formed above between the first vertical portion 2610and the second vertical portion 2630 and a lower space is formed belowtherebetween.

The stiffening portion 2640 is formed in the upper space between thefirst vertical portion 2610 and the second vertical portion 2630 andfills the upper space.

The stiffening portion 2640 extends in the first direction perpendicularto the longitudinal direction of the second pipe 2120 and is formed overa side surface of the first vertical portion 2610 and a side surface ofthe intermediate portion 2620.

The stiffening portion 2640 meets the second pipe 2120 at the rightangle and is parallel to the second vertical portion 2630 when viewedfrom the front of the vehicle.

An overall shape of the stiffening portion 2640 may be, for example, aparallelogram.

One end of the stiffening portion 2640 is fixed to the second pipe 2120,and the other end thereof is fixed to the end of the intermediateportion 2620 from which the second vertical portion 2630 extendsdownward.

Accordingly, the stiffening portion 2640 may prevent sagging of thesecond pipe 2120 as well as further improve vertical stiffness of thecenter support 2600 having a tilted shape according to a layout of theinterior of the vehicle.

The stiffening portion 2640 includes a stiffening support portion 2641,a stiffening rib 2642, and a connection rib 2643.

A pair of such stiffening support portions 2641 are spaced at a distanceapart from the first vertical portion 2610 in a longitudinal directionof the pipe 2100 and are parallel to the first vertical portion 2610.

The stiffening support portion 2641 and the intermediate portion 2620may have a shape tilted toward the front of the vehicle when viewed fromthe side of the vehicle.

The stiffening support portion 2641 includes a first stiffening supportportion 2641_1 disposed to be adjacent to the first vertical portion2610 and a second stiffening support portion 2641_2 spaced apart fromthe first stiffening support portion 2641_1.

The first stiffening support portion 2641_1 extends from the second pipe2120 in the first direction and is fixed to a middle area of theintermediate portion 2620.

Also, the second stiffening support portion 2641_2 is spaced apart fromthe first stiffening support portion 2641_1 in the longitudinaldirection of the second pipe 2120 and extends downward from the secondpipe 2120 to be fixed to an end of the intermediate portion 2620.

Accordingly, the stiffening support portion 2641 includes the firststiffening support portion 2641_1 and the second stiffening supportportion 2641_2 and doubly supports an impact vertically applied to thecenter support 2600 so that the vertical stiffness of the center support2600 may be further increased.

The stiffening rib 2642 supports the first stiffening support portion2641_1 and the second stiffening support portion 2641_2 and is formedbetween the first stiffening support portion 2641_1 and the secondstiffening support portion 2641_2.

One end of the stiffening rib 2642 is fixed to the other surface of thefirst stiffening support portion 2641_1, and the other end thereof isfixed to one surface of the second stiffening support portion 2641_2.

A plurality of such stiffening ribs 2642 are disposed between the firststiffening support portion 2641_1 and the second stiffening supportportion 2641_2 to be spaced at distances apart from each other along avertical direction.

Accordingly, when the stiffening support portion 2641 supports avertical impact to the center support 2600, the stiffening ribs 2642 mayeffectively prevent the first stiffening support portion 2641_1 and thesecond stiffening support portion 2641_2 from being bent in a directionfacing each other or effectively prevent damage.

The connection rib 2643 is configured to fix the stiffening supportportion 2641 to the first vertical portion 2610 and is formed betweenthe first vertical portion 2610 and the stiffening support portion 2641.

One end of the connection rib 2643 is fixed to the other surface of thefirst vertical portion 2610, and the other end thereof is fixed to onesurface of the stiffening support portion 2641.

A plurality of such connection ribs 2643 are disposed between the firstvertical portion 2610 and the first stiffening support portion 2641_1 tobe spaced at distances apart from each other in a vertical direction.

Accordingly, the connection ribs 2643 may allow the stiffening supportportion 2641 to be firmly fixed to the first vertical portion 2610.

The side bracket connection portion 2650 is disposed between thestiffening portion 2640 and the side bracket 2300.

The side bracket connection portion 2650 surrounds an outercircumferential surface of the second pipe 2120 and connects thestiffening portion 2640 to the side bracket 2300.

The side bracket connection portion 2650, the stiffening portion 2640,and the side bracket 2300 may be integrally formed.

Also, the side bracket connection portion 2650 and the stiffeningportion 2640 may include polypropylene and glass fiber like the sidebracket 2300.

Further, a plurality of grooves may be formed in an outercircumferential surface of the side bracket connection portion 2650.

Accordingly, the side bracket connection portion 2650 may significantlyreduce an overall weight of the cowl cross bar assembly and may reducebroken pieces of the side bracket connection portion 2650 that isdamaged when a head-on collision of the vehicle occurs so as to reduceinjury to a passenger caused by the broken pieces.

The support frame 2660 is configured to support a glove box and isformed from the side bracket connection portion 2650 to an area in whichthe glove box of the vehicle is disposed.

The support frame 2660 is fixed to the side bracket connection portion2650 and the side bracket 2300.

The support frame 2660 includes a first frame 2661 and a second frame2662.

The first frame 2661 extends in the first direction perpendicular to amiddle area of the side bracket connection portion 2650.

Here, the first direction is a downward direction.

The second frame 2662 horizontally extends from an end of the firstframe 2661 to a direction in which the side bracket 2300 is disposed.

The second frame 2662 connects the end of the first frame 2661 to an endof the side bracket 2300.

The first frame 2661 and the second frame 2662 may be integrally formedwith the side bracket connection portion 2650 and the side bracket 2300.

The support frame 2660 has, for example, an overall quadrangular spacewhen viewed from the front of the vehicle.

Also, the glove box of the vehicle is disposed in the quadrangular spaceand is assembled to the support frame 2660.

The support frame 2660 may have a variety of shapes according to thelayout of the interior of the vehicle.

Further, a center support according to a fourth embodiment may absorbimpact energy applied from the front of the vehicle.

Hereinafter, a center support of a cowl cross bar assembly according toanother embodiment will be described below in detail.

FIG. 31 is a front view showing a cowl cross bar assembly according tothe fourth embodiment, and FIGS. 32 and 33 are operational views showinga second vertical portion and a lower bracket of the cowl cross barassembly according to the fourth embodiment.

Referring to FIGS. 31 and 33, the cowl cross bar assembly according tothe fourth embodiment includes a pipe 3100 fixed to the interior of thevehicle in a lateral direction, pipe caps fitting on both ends of thepipe 3100, side brackets 3300 coupled to the pipe caps throughinsert-injection molding, pin members coupled to the side brackets 3300,a dash mounting member fixed to the pipe 3100, and a center support3600.

Hereinafter, only the center support 3600, which has differences fromthe center supports of the cowl cross bar assemblies according to thefirst embodiment, the second embodiment, and the third embodiment of thepresent invention, will be described below, whereas other componentsthat are the same as described above with respect to the first, secondand third embodiments will not be described below for sake of brevity.

The center support 3600 according to the fourth embodiment is configuredto improve NVH performance of the vehicle, and one end thereof isdisposed between a first pipe 3110 and a second pipe 3120 and the otherend is fixed to the dash panel of the chassis to support verticalvibrations of the pipe 3100.

The center support 3600 includes a first vertical portion 3610, anintermediate portion 3620, a second vertical portion 3630, a stiffeningportion 3640, a side bracket connection portion 3650, a support frame3660, and a lower bracket 3670.

The first vertical portion 3610 extends in a first directionperpendicular to a longitudinal direction of the second pipe 3120.

Here, the first direction is a downward direction.

The first vertical portion 3610 is disposed between the first pipe 3110and the second pipe 3120 and divides an area of the driver's seat froman area of the front passenger's seat.

The intermediate portion 3620 is disposed between the first verticalportion 3610 and the second vertical portion 3630 and connects ends ofthe first vertical portion 3610 and the second vertical portion 3630 toeach other.

The intermediate portion 3620 extends in a second direction that meetsthe first direction at a certain angle.

In a front view, the intermediate portion 3620 has a shape bent towardthe front passenger's seat according to a layout of the vehicle in whicha console area is reduced to secure an internal space of the vehicle.

The second vertical portion 3630 extends from an end of the intermediateportion 3620 in the first direction.

Accordingly, in the center support 3600, the intermediate portion 3620thereof has a bent shape and the first vertical portion 3610 and thesecond vertical portion 3630 are spaced apart from each other in alongitudinal direction of the second pipe 3120.

An end of the second vertical portion 3630 is fixedly coupled to thedash panel using a bolt member.

The stiffening portion 3640 extends in the first direction perpendicularto the longitudinal direction of the second pipe 3120.

Here, the first direction is a downward direction.

The stiffening portion 3640 meets the second pipe 3120 at the rightangle and is parallel to the second vertical portion 3630 when viewedfrom the front of the vehicle.

The stiffening portion 3640 is formed at a position spaced at a distanceapart from the first vertical portion 3610 in the longitudinal directionof the second pipe 3120.

One end of the stiffening portion 3640 is fixed to the second pipe 3120,and the other end is bent toward the first vertical portion 3610 whileforming a curve to be fixed to an end of the first vertical portion3610.

Accordingly, the stiffening portion 3640 may firmly prevent sagging ofthe second pipe 3120.

The side bracket connection portion 3650 is disposed between the firstvertical portion 3610 and the side bracket 3300 and connects the firstvertical portion 3610 to the side bracket 3300.

The side bracket connection portion 3650, the first vertical portion3610, and the side bracket 3300 may be integrally formed.

The side bracket connection portion 3650 surrounds an outercircumferential surface of the second pipe 3120.

Also, the side bracket connection portion 3650 and the first verticalportion 3610 may include polypropylene and glass fiber like the sidebracket 3300.

The support frame 3660 is configured to support a car audio and a glovebox and is formed from the side bracket connection portion 3650 to anarea in which the car audio and the glove box of the vehicle aredisposed.

The support frame 3660 is fixed to the end of the intermediate portion3620, the side bracket connection portion 3650, and the side bracket3300.

The support frame 3660 includes a first frame 3661, a second frame 3662,and a third frame 3663.

The first frame 3661 extends from a middle area of the side bracketconnection portion 3650 in the first direction perpendicular thereto.

Here, the first direction is a downward direction.

The second frame 3662 horizontally extends from an end of the firstframe 3661 in a direction, in which the intermediate portion 3620 isdisposed, and connects the end of the first frame 3661 to a middle areaof the intermediate portion 3620.

The first frame 3661 and the second frame 3662 may be integrally formedwith the intermediate portion 3620 and the side bracket connectionportion 3650.

The car audio and the like are assembled to the first frame 3661 and thesecond frame 3662.

The third frame 3663 horizontally extends from the end of the firstframe 3661 in a direction, in which the side bracket 3300 is disposed,and connects the end of the first frame 3661 to an end of the sidebracket 3300.

The third frame 3663 and the first frame 3661 are integrally formed withthe side bracket connection portion 3650 and the side bracket 3300.

The glove box is assembled to the first frame 3661 and the third frame3663.

The lower bracket 3670 is formed of a panel having a certain horizontallength.

One end of the lower bracket 3670 is fixed to a bottom of the secondvertical portion 3630, and the other end thereof is fixed to the dashpanel.

Accordingly, the bottom of the second vertical portion 3630 is fixed tothe dash panel indirectly.

A buffering groove 3671 formed of a long horizontal groove is formed inthe lower bracket 3670.

A buffering protrusion 3672 is formed on the bottom of the secondvertical portion 3630 at a position corresponding to the bufferinggroove 3671.

The buffering protrusion 3672 is coupled to the buffering groove 3671and fixes the lower bracket 3670 to the second vertical portion 3630.

The buffering protrusion 3672 may be coupled to the buffering groove3671 using a bolt-coupling method.

The buffering protrusion 3672 is fixed to one end of the bufferinggroove 3671 formed of a long horizontal groove toward the front of thevehicle.

Also, when a head-on collision accident of the vehicle occurs, as shownin FIG. 33, the pipe 3100, the dash mounting member 3500, and the firstvertical portion 3610 move toward a rear of the vehicle. Simultaneously,the buffering protrusion 3672 of the second vertical portion 3630 movesin the buffering groove 3671 toward the other end of the bufferinggroove 3671 toward the rear of the vehicle along a moving direction ofthe second vertical portion 3630.

Accordingly, when collision energy is transferred from a frontwarddirection to the first vertical portion 3610 through the dash mountingmember 3500 in the head-on collision of the vehicle, the lower bracket3670 allows the second vertical portion 3630 to be pushed backward.

Accordingly, when a collision accident of the vehicle occurs, the lowerbracket 3670 effectively buffers the collision energy applied to thepipe 3100, the dash mounting member 3500, the first vertical portion3610, and the like so as to prevent a coupling structure of the lowerbracket 3670 and the second vertical portion 3630 from being damaged.

Particularly, when the lower bracket 3670 pushes the second verticalportion 3630 to be pushed backward, the cowl cross bar assembly may beprevented from being excessively rotated so as to minimize displacementof a steering column coupled to the dash mounting member 3500.

Also, in the collision accident of the vehicle, even when the collisionenergy is generated so that the coupling structure of the lower bracket3670 and the second vertical portion 3630 are damaged, the collisionenergy may be compensated for already while the buffering protrusion3672 moves from one end to the other end of the buffering groove 3671 soas to minimize excessive rotation of the cowl cross bar assembly.

As described above, the cowl cross bar assembly according to one or moreembodiments may use materials such as an injection-molded compound suchas aluminum, magnesium, plastic, and the like that are relativelylighter than metallic material as well as increase overall strength ofthe cowl cross bar.

Also, since a plurality of pipe stiffeners having different levels ofstiffness are provided, it is possible to easily adjust a section thatneeds stiffness and a section that needs flexibility in a pipe and toreduce manufacturing costs of the pipe stiffeners by preventing anunnecessarily excessive amount of energy absorbing foam from being used.

Also, stiffness of the pipe may be adjusted for each section through awinding process of winding a winding material on an outercircumferential surface of the pipe.

In addition, when a collision accident of a vehicle occurs, a secondextension portion inserted into both ends of the pipe may support bothends of the pipe by as much as an extended length of the secondextension portion so as to absorb collision energy transferred to thepipe coupled through insert-injection molding method and to increasestiffness of both ends of the pipe.

Also, a dash mounting stiffener may be disposed on the dash mountingmember so as to secure stiffness against a collision and the like of thevehicle with the dash mounting member to minimize collision energytransferred to the dash mounting member.

Also, a mounting connection bracket connected to the dash mountingmember may meet a support connection bracket at the right angle so as tosupplement vertical stiffness of a first vertical portion, which istilted, and to improve NVH performance.

In addition, when viewed from a front of the vehicle, a stiffeningportion and a center support may meet the pipe at the right angle andthe stiffening portion may be formed to be linear with a second verticalportion so as to prevent sagging of the pipe and further improvevertical stiffness of the center support.

Also, a buffering protrusion is fixed to one end of a buffering grooveformed of a horizontal long groove toward a rear of the vehicle. When ahead-on collision accident of the vehicle occurs, a lower bracket maymove toward the rear of the vehicle and the buffering protrusion maymove toward the other end toward the front of the vehicle so as toeffectively buffer collision energy applied to the pipe, the dashmounting member, the center support, and the like. Accordingly, acoupling structure of the lower bracket and the second vertical portionmay be prevented from being damaged. Particularly, the cowl cross barassembly may be prevented from being excessively rotated so as tominimize displacement of a steering column coupled to the dash mountingmember.

According to one or more embodiments, a cowl cross bar assembly haseffects of using materials such as an injection-molded compound such asaluminum, magnesium, plastic, and the like that are relatively lighterthan metallic material as well as increasing overall strength of thecowl cross bar.

Also, since a plurality of pipe stiffeners having different levels ofstiffness are provided to easily adjust a section that needs stiffnessand a section that needs flexibility in a pipe and to prevent anunnecessarily excessive amount of energy absorbing foam from being used,there is an effect of reducing manufacturing costs of the pipestiffeners.

Also, there is an effect of adjusting stiffness of the pipe for eachsection through a winding process of winding a winding material on anouter circumferential surface of the pipe.

In addition, since when a collision accident of a vehicle occurs, asecond extension portion inserted into both ends of the pipe may supportboth ends of the pipe by as much as an extended length of the secondextension portion, there are effects of absorbing collision energytransferred to the pipe coupled through insert-injection molding methodand increasing stiffness of both ends of the pipe.

Also, since a dash mounting stiffener may be disposed on the dashmounting member so as to secure stiffness against a collision and thelike of the vehicle with the dash mounting member, there is an effect ofminimizing collision energy transferred to the dash mounting member.

Also, since a mounting connection bracket connected to the dash mountingmember meets a support connection bracket at the right angle, there areeffects of supplementing vertical stiffness of a first vertical portion,which is tilted, and improving NVH performance.

In addition, when viewed from a front of the vehicle, a stiffeningportion and a center support meet the pipe at the right angle and thestiffening portion is formed to be linear with a second verticalportion, and thus there are effects of preventing sagging of the pipeand further improving vertical stiffness of the center support.

Also, a buffering protrusion is fixed to one end of a buffering grooveformed of a horizontal long groove toward a rear of the vehicle. When ahead-on collision accident of the vehicle occurs, a lower bracket maymove toward the rear of the vehicle and the buffering protrusion maymove toward the other end toward the front of the vehicle so as toeffectively buffer collision energy applied to the pipe, the dashmounting member, the center support, and the like. Accordingly, there isan effect of preventing a coupling structure of the lower bracket andthe second vertical portion from being damaged. Particularly, there isan effect of preventing the cowl cross bar assembly from beingexcessively rotated so as to minimize displacement of a steering columncoupled to the dash mounting member.

Although exemplary embodiments have been shown and describedhereinabove, the present invention is not limited to specificembodiments described above, but may be various modified by thoseskilled in the art to which the present invention pertains withoutdeparting from the scope of the disclosure as disclosed in theaccompanying claims. In addition, such modifications should also beunderstood to fall within the scope of the inventive concepts.

What is claimed is:
 1. A cowl cross bar assembly comprising: a first pipe and a second pipe which are hollow and disposed laterally inside a chassis; pipe caps coupled to one end of the first pipe and the second pipe; and first and second pipe stiffeners accommodated in the first pipe and the second pipe, respectively, and configured to absorb collision energy generated in a collision of a vehicle.
 2. The cowl cross bar assembly of claim 1, wherein the first and second pipe stiffeners respectively have the same cross-sectional shapes as cross-sectional shapes of the first and second pipes.
 3. The cowl cross bar assembly of claim 1, wherein the first and second pipe stiffeners comprise at least one of polypropylene (PP) and polyurethane (PU).
 4. The cowl cross bar assembly of claim 1, wherein the first and second pipe stiffeners have lengths respectively smaller than lengths of the first and second pipes.
 5. The cowl cross bar assembly of claim 1, wherein each of the pipe caps comprises: a head portion; and a concave portion.
 6. The cowl cross bar assembly of claim 5, wherein the concave portion has a groove recessed from a side surface of the head portion in an axial direction.
 7. The cowl cross bar assembly of claim 5, wherein the head portion has a same shape as a cross-sectional shape of the first pipe.
 8. The cowl cross bar assembly of claim 5, wherein each of pipe caps further comprises: a first extension portion; a second extension portion; a third extension portion; and an internal support portion.
 9. The cowl cross bar assembly of claim 8, wherein the first extension portion of the pipe cap affixed to the first pipe extends along a perimeter of the head portion in a direction in which the first pipe is disposed, and covers an outer circumferential surface of the one end of the first pipe in which the pipe cap is affixed to.
 10. The cowl cross bar assembly of claim 9, wherein the first extension portion of the pipe cap affixed to the second pipe extends along a perimeter of the head portion in a direction in which the second pipe is disposed, and covers an outer circumferential surface of the one end of the second pipe in which the pipe cap is affixed to.
 11. A cowl cross bar assembly comprising: a first pipe and a second pipe which are hollow and disposed laterally inside a chassis of a vehicle; pipe caps coupled to both ends of the first and second pipes; and a plurality of pipe stiffeners accommodated inside the first and second pipes and configured to absorb collision energy generated in a collision of a vehicle.
 12. The cowl cross bar assembly of claim 11, wherein the plurality of pipe stiffeners have different levels of stiffness.
 13. The cowl cross bar assembly of claim 12, wherein at least two of the plurality of pipe stiffeners have a level of stiffness that is equal to each other.
 14. The cowl cross bar assembly of claim 11, wherein each of pipe caps further comprises: a first extension portion; a second extension portion; a third extension portion; and an internal support portion, wherein the internal support portion is disposed between the second extension portion and the third extension portion. 